How do you know about the pointlessness and too many rules? Sounds like you don't enjoy the sport, so why are you watching (and commenting on) this video? Honestly, why get on youtube, watch something you don't like, and then complain about it? Perhaps there's some baby shark you should be checking out...
An extremely well explained autopsy. Thanks Todd, and, as kinsel pointed out, the Supercar fans would indeed be better served if you were delivering the technical parts of their broadcast.
Actually they don't have fewer moving parts. They have twice the number of valves and timing chains. They have 4 times the number of cams and cam sprockets. Four tensioners and related hardware where most pushrod motors have none. Now are they a higher HP motor for there size? 100% definitely. Fewer moving parts NO.
Michael Wilkening all those lifters/cam followers. Each of which can fail. Thats a whole step in the chain which generally isnt there in the valve gear of an OHC engine.
ohc been around for over 100 yrs.nothing new.like desmodronic drive,nothing new.it was just too expensive to mass produce.it can take a day to shim an ohc engine.as 1 hr to a pushrod.or never to hydraulic tappet.cant beat clevo..last forever,never touch it..i used to own a lotus escort.IE,cosworth,bda,fva,ect.all old school.ohc has to be direct,on the bucket,not thru rockers.
Fewer moving parts and a simpler system per valve. Overall there’s more going on but from the point of view of a single valve there’s less going on in an OHC engine compared to a pushrod engine
@Steven Ross-watt On that you are correct but not by much overhead cam you have the valve cap on pushrod motor you have a rocker arm and a pushrod. You do have to admit that adjusting a pushrod motor is simpler that the overhead cam one. The overhead cam one does rev higher because of lower amount of weight and the inertia but I never liked buzzing a motor over 7500 RPM anyway.
Any idea why the bucket housings failed in the first place? There appears to be some scuffing on the stems on the far inlet valve. Is it possible that it grabbed first?
So was it a casting fault that caused the aluminium to fall away. Or a machining problem. What rectification can be done to eliminate this happening again.
Thank you for explaining the failure, OMG Grade 8 bolt sheared off the head, thats how much force is required, we are talking TONS of force to shear ahead off completely and thats not a small bolt either. :)
Fantastic by Kelly racing to provide such an inclusive realisation of the issue at Winton. I was fortunate enough to have a private tour through the Braeside factory and it was just incredible. Everyone was so friendly and professional, the technicians were amazing, and it just made the inaccessible sport so accessible. What a great crew of people doing a great job. Well done everyone.
Good day and thanks for making this public illustration, I would have never thought the engine seal strategy was this clinical even in cases where the power unit experienced a failure. Here’s a question for you, since this is a quad cam engine which differs from the other competitors, how does Supercar mandate a controlled cam? I can appreciate that I am splitting hairs here, but I can’t quite imagine that a single cam profile can be used without compromise for two different valve trains. Thanks in advance for any feedback which can be offered.
Todd, were any changes made to the head casting to prevent that from happening again? like more deburring or taking the edges off? or is that already common practice in your building technique ?
who would have ever thought my old Datsun 180b would evolve into that fire breathing monster..Thanks Todd, Kelly racing gets my vote for fan interaction mate.
Funny, a similar thing happened to my brother's miata about a year ago! A bolt under the valve cover came loose, got smushed between a cam lobe and the head, and caused one of the lifters to stick partially open. The force needed to smush the bolt was enough to make the timing belt skip a tooth, stranding the car in a parking lot because the valve timing (and by extension, the ECU, because it measures cam position for fuel/spark calculation) was too far off. Pain in the ass to figure out, but very satisfying to finally piece together the chain of events. The engine ran just fine after re-timing/unsticking the lifter, up until we replaced it a few months ago.
I wonder what century NASCAR will join the rest of world and go to OHC engines.....and do their fans really want to see battery packs in the cars...can you imagine in a huge wreck that stuff flying into the stands...OK I know I didn't say anything about the V8 Super Cars but I still enjoy watching them on TV...
Tell the morons on TH-cam who think the Alloytec V6 is a shit box. Against other engines of it's day, it is much like this Nissan engine as far as reliability goes. Quad cam V8 & quad cam V6, both great engines like the 5.4 Litre Ford quad cam V8. A lot less stress than a two valve engine......absolutely right.Thanks Todd for your brilliant appraisal of what went wrong.
Great, great video breakdown. I am always interested in the root cause analysis of engine failures because it seems like sometimes "the more I know, the less I know". Thank you for sharing. I'm curious - when Rick reported the engine felt like it "was running on four cylinders", why did you rule out it being a fuel issue? Aren't there two fuel rails, therefore potentially meaning one fuel rail was blocked or stopped delivering? BTW, I am asking this at 01:18 into the video, so I'll continue.
The positives of the quad-cam design really makes me wonder why ford and holden still bother with the fucking pushrod shenanigans, especially given the whole point of supercars is for high revving, dedicated racers.
I think I like the sound of that engine, pitty there won't be any altimas on the grid next year. Oh yeah, fuck you nissan for leaving these guys in a shitty position, basically worked their arse off to get them competitive and then pull the pin.
@@bigblock3706 Exactly. Because there's zero margin for rule-bending, let alone breaking, everybody has to be running on the ragged edge of performance and reliability for 24 hours nonstop...multiple times over the season. Which, compared to a NASCAR or NHRA Top Fuel engine, is even more impressive.
Yeah, about that. That seal seems like something that would be very easy to replicate though. Just take a mold of it, or 3d scan/3d print a mold if that's more accurate, take the seal off, do your cheating resealing. Obviously I'm missing something, but what, what makes that seal so hard to counterfeit?
@@paulzapodeanu9407 yeah, but it's probably serialized in some way that's replica-proof. Plus it's probably internally stamped as well along with other tamper-proof measures. Remember, this is a part on the engine that has to function properly throughout the entire life of an engine in the same temperatures that an engine does. It's not as simple as pressing "print".
You shouldn't find TDC with a dial indicator, you should use a positive stop screwed in the plug hole for better accuracy. Using a dial indicator will show TDC through around 3 degrees of rotation, you can use the dial indicator in the way you would use a positive stop, but you really shouldn't especially if you are running big clearances on your big ends.
@@jasperpipes4222 Well tiger... I went to the same trade school as the people who build engines for supercars teams and have screwed a few together myself.
Dialing in the TDC with a gauge is much more accurate. With the positive stop you go by your feel of force reaching the TDC and you're relying on setting up on machined areas which can vary for many reasons, whereas the dial gauges no matter where you set up as long as it's secure, the needle will show you it's highest point within thousandths of an inch (0.0xx) The other two gauges on each camshaft are to measure the Lobe Seperation Angle difference between the inlet and the exhaust camshaft for optimal valve overlap for this engine to make the best cylinder pressure for maximum power and to be within the tolerances the v8supercar rules allow. It's a pretty fine act.
@@no_bull I understand what the two other indicators do, I'm an automotive machinist (engine reconditioner) by trade, no using an indicator for TDC is not more accurate, like I said it will show TDC through 3 degrees of rotation, if I tried to use an indicator to find TDC during assembly of an engine, or for just learning cam timing, I would have failed that particular class, and my teacher worked for Gibson motorsport building engines. The positive stop will always touch the same part of the machined piston, no feel involved as long as you aren't a caveman and ram the piston into the stop.
@@LordandGodofTH-cam I am an automotive machinist too brother studied at kangan richmond and Bruce Carey was my teacher and Bluey the retired teacher we worked together at TopTorque engines in Melbourne. However there's more than one way to skin the cat... it can be done both ways, either with the stop or the gauge regardless.
atleast you didnt have Roland Dane switching out Craig Lowndes engine the night before Bathurst to a qualifing engine and removing the race engine, sneaky little scumbag
My understanding is that all the engines must not exceed a fixed HP rating and also have a common rev limit. Each engine is tested by authorities to make sure it complies and is then sealed.
As a former mechanic I thank you for taking the time and showing us went went south in the motor. I am always curious went went south when I see an engine let go in any type of racing.
ferrari,if the car lasts longer than the race,it was built too strong,if it rolls over the finish line,just right..streigth is weight.lightness is speed...
I have completely lost interest in Super cars since the debacle of the GTR back in the 90's. I loved watching that little 2.5l engine kill the V8. For about 15 years we enjoyed SS Commodores. It was my wife's car really and every so often I get in and beat it to death cooking the shitty front rotors in a quick trip over MT messenger here in Taranaki. But fuel prices killed it for us. I brought her a BMW 320D and fuck that is impressive for a little 2.0l diesel. We will get the 330D next time. We can afford to go fast again and the brakes are insane! I think V8's are a dead dinosaur. Supercars in no way represent what we drive any more and the racing is dead boring. I have a spark of interest knowing a Nissan is out there but I don't think you can get super cars on TV anyway so who fucken cares. i absolutely loved Bathurst back in the late 80's early 90's when I was a kid. Great video though. Thanks for that.
very good explanation and demonstration, thanks, but why not fabricate a belt drive system? a belt drive would reduce the shock load on the timing components.in the u.s. we use belt drives on 10,000 rpm pro stock v-8's.
Uses dial gauges to set the "LSA" Lobe Seperation Angle of the camshafts. Can't remember if the VK56 cylinder heads had shim-over bucket tappets or shim-under type. Whereas the Holden V8 had the camshaft in the block and the LSA was custom grind along with duration and lift in one fixed bumpstick 🛠️📈
Can you please explain what does the switch that controls the RPM or spark firing for the 40KM limit in the pit lane as the cars come in to the pit lane, just wondering if it hurts the engine at all and to what degree, is it fuel or just the spark which is controlled and limit on the speed ?
That's an excellent design with the bucket and shims and a strong looking timing chain set up, but I would prefer to see the chain straight on the side thats in tension. I dont know why it would be curved its just creating friction on the guide ,WHY DO THAT!
The Nissan engine seems so much more technically advanced than the Holden or Ford. With all of the strict rules in place why is it not more competitive with the other brands.?
mercedes,or,all the european engines,had to be de tuned,to aus specs,as we are whimps in racing.all the cars are the same,engines are the same,b/s racing..last real race was 1989...then turned to sht..
@@phantomwalker8251 Yer, they are not production cars anymore so I am not interested, I am only watching this because I was curious about the Nissan engine.
That would've all happened in milliseconds..not free spinning engines. But I thought the Ford's had a quad cam overhead valve engine as well? Definitely not a dirty old center cam push rod engine
you young guys know nothing,,all the engines are the same.no manufacturers any more.that died in 1989..there all the same taxi cars these days.boring as bat sht....
![Proline Racing's 5200HP Hemi V8 | Secrets Revealed [TECH TALK]](/img/n.gif)
Top points for transparency, really enjoyed article. Cheers.
Great video. So pleasing to hear someone that knows what they're talking about.
Great video guys thanks for the behind the scenes insight
Nearly everything comes from USA nothing like the 70 were you changed tyres and went racing
I have seen a few Nissans just grenade for no reason. Enough said!!
Thanks for this Todd. Great to see some behind the scenes
That has just made me a fan, really interesting. Thank you.
??.why are you a fan,the cars are all the same,pointless races.too many rules.
Well, realistically it didn't make you any more interesting, but instead made the series more interesting to you.
How do you know about the pointlessness and too many rules? Sounds like you don't enjoy the sport, so why are you watching (and commenting on) this video? Honestly, why get on youtube, watch something you don't like, and then complain about it? Perhaps there's some baby shark you should be checking out...
This was for Harry Walker by the way. Fofeba 2rar you are a nice person.
An extremely well explained autopsy. Thanks Todd, and, as kinsel pointed out, the Supercar fans would indeed be better served if you were delivering the technical parts of their broadcast.
Thanks Todd ,really appreciate you taking the time to give us some insight into the engineering behind the scenes,well done mate 👍
Fantastic, super informative video. Well done and best of luck.
Thanks Todd, love to see the dyno sheet.
Todd seems decent and respectful while Rick seems like a bit of a worm
It's about time that someone described an overhead cam engine, with fewer moving parts, as simpler!
Actually they don't have fewer moving parts. They have twice the number of valves and timing chains. They have 4 times the number of cams and cam sprockets. Four tensioners and related hardware where most pushrod motors have none. Now are they a higher HP motor for there size? 100% definitely. Fewer moving parts NO.
Michael Wilkening all those lifters/cam followers. Each of which can fail. Thats a whole step in the chain which generally isnt there in the valve gear of an OHC engine.
ohc been around for over 100 yrs.nothing new.like desmodronic drive,nothing new.it was just too expensive to mass produce.it can take a day to shim an ohc engine.as 1 hr to a pushrod.or never to hydraulic tappet.cant beat clevo..last forever,never touch it..i used to own a lotus escort.IE,cosworth,bda,fva,ect.all old school.ohc has to be direct,on the bucket,not thru rockers.
Fewer moving parts and a simpler system per valve. Overall there’s more going on but from the point of view of a single valve there’s less going on in an OHC engine compared to a pushrod engine
@Steven Ross-watt On that you are correct but not by much overhead cam you have the valve cap on pushrod motor you have a rocker arm and a pushrod. You do have to admit that adjusting a pushrod motor is simpler that the overhead cam one. The overhead cam one does rev higher because of lower amount of weight and the inertia but I never liked buzzing a motor over 7500 RPM anyway.
Any idea why the bucket housings failed in the first place? There appears to be some scuffing on the stems on the far inlet valve. Is it possible that it grabbed first?
So was it a casting fault that caused the aluminium to fall away. Or a machining problem. What rectification can be done to eliminate this happening again.
This is what we want to see, thanks for the video really interesting
Very interesting! A great insight into how the engines work and how they’re prepared for Supercars. Keep up the content guys! 😊
Thank you for explaining the failure, OMG Grade 8 bolt sheared off the head, thats how much force is required, we are talking TONS of force to shear ahead off completely and thats not a small bolt either. :)
Thank you to Kelly Racing...that was interesting stuff👍
Super interesting Todd! love this technical stuff, subscribed!
Fantastic by Kelly racing to provide such an inclusive realisation of the issue at Winton. I was fortunate enough to have a private tour through the Braeside factory and it was just incredible. Everyone was so friendly and professional, the technicians were amazing, and it just made the inaccessible sport so accessible. What a great crew of people doing a great job. Well done everyone.
The header primary's are a good indicator that this bad boy makes some power.
De burr!!!!!!!!!!!
Thanks Todd !! :) Great work to explain the little things that can ruin your day
Motorcycle engine technology, basically. Beautiful to look at all the precise pieces. Thanks fir uploading this.
Good day and thanks for making this public illustration, I would have never thought the engine seal strategy was this clinical even in cases where the power unit experienced a failure. Here’s a question for you, since this is a quad cam engine which differs from the other competitors, how does Supercar mandate a controlled cam? I can appreciate that I am splitting hairs here, but I can’t quite imagine that a single cam profile can be used without compromise for two different valve trains. Thanks in advance for any feedback which can be offered.
Todd, were any changes made to the head casting to prevent that from happening again? like more deburring or taking the edges off? or is that already common practice in your building technique ?
who would have ever thought my old Datsun 180b would evolve into that fire breathing monster..Thanks Todd, Kelly racing gets my vote for fan interaction mate.
Theraphy sound for me..
Natural aspirated...hi rev sound...💋💋💋
Funny, a similar thing happened to my brother's miata about a year ago! A bolt under the valve cover came loose, got smushed between a cam lobe and the head, and caused one of the lifters to stick partially open. The force needed to smush the bolt was enough to make the timing belt skip a tooth, stranding the car in a parking lot because the valve timing (and by extension, the ECU, because it measures cam position for fuel/spark calculation) was too far off. Pain in the ass to figure out, but very satisfying to finally piece together the chain of events. The engine ran just fine after re-timing/unsticking the lifter, up until we replaced it a few months ago.
I wonder what century NASCAR will join the rest of world and go to OHC engines.....and do their fans really want to see battery packs in the cars...can you imagine in a huge wreck that stuff flying into the stands...OK I know I didn't say anything about the V8 Super Cars but I still enjoy watching them on TV...
Tell the morons on TH-cam who think the Alloytec V6 is a shit box. Against other engines of it's day, it is much like this Nissan engine as far as reliability goes. Quad cam V8 & quad cam V6, both great engines like the 5.4 Litre Ford quad cam V8. A lot less stress than a two valve engine......absolutely right.Thanks Todd for your brilliant appraisal of what went wrong.
That's awesome, thank you very much for taking the time to make the video and explaining everything. Very cool!
Great, great video breakdown. I am always interested in the root cause analysis of engine failures because it seems like sometimes "the more I know, the less I know". Thank you for sharing.
I'm curious - when Rick reported the engine felt like it "was running on four cylinders", why did you rule out it being a fuel issue? Aren't there two fuel rails, therefore potentially meaning one fuel rail was blocked or stopped delivering? BTW, I am asking this at 01:18 into the video, so I'll continue.
The positives of the quad-cam design really makes me wonder why ford and holden still bother with the fucking pushrod shenanigans, especially given the whole point of supercars is for high revving, dedicated racers.
I think I like the sound of that engine, pitty there won't be any altimas on the grid next year. Oh yeah, fuck you nissan for leaving these guys in a shitty position, basically worked their arse off to get them competitive and then pull the pin.
That engine sealing regulation is actually REALLY restrictive. Makes the performance they generate that much more amazing.
How? You're saying because they're not allowed to cheat it's amazing that they get the performance they do...
@@bigblock3706 that's exactly what he's saying, that's why they do it,stops cheating
@@bigblock3706 Exactly. Because there's zero margin for rule-bending, let alone breaking, everybody has to be running on the ragged edge of performance and reliability for 24 hours nonstop...multiple times over the season. Which, compared to a NASCAR or NHRA Top Fuel engine, is even more impressive.
Yeah, about that. That seal seems like something that would be very easy to replicate though. Just take a mold of it, or 3d scan/3d print a mold if that's more accurate, take the seal off, do your cheating resealing. Obviously I'm missing something, but what, what makes that seal so hard to counterfeit?
@@paulzapodeanu9407 yeah, but it's probably serialized in some way that's replica-proof. Plus it's probably internally stamped as well along with other tamper-proof measures. Remember, this is a part on the engine that has to function properly throughout the entire life of an engine in the same temperatures that an engine does. It's not as simple as pressing "print".
First SC vid I've watched in ages, good but a close up of the damage would have made it a lot better.
You shouldn't find TDC with a dial indicator, you should use a positive stop screwed in the plug hole for better accuracy.
Using a dial indicator will show TDC through around 3 degrees of rotation, you can use the dial indicator in the way you would use a positive stop, but you really shouldn't especially if you are running big clearances on your big ends.
Yeah, I think the multi-million race teams might know what they are doing. But go ahead and dream big tiger !
@@jasperpipes4222 Well tiger... I went to the same trade school as the people who build engines for supercars teams and have screwed a few together myself.
Dialing in the TDC with a gauge is much more accurate. With the positive stop you go by your feel of force reaching the TDC and you're relying on setting up on machined areas which can vary for many reasons, whereas the dial gauges no matter where you set up as long as it's secure, the needle will show you it's highest point within thousandths of an inch (0.0xx)
The other two gauges on each camshaft are to measure the Lobe Seperation Angle difference between the inlet and the exhaust camshaft for optimal valve overlap for this engine to make the best cylinder pressure for maximum power and to be within the tolerances the v8supercar rules allow. It's a pretty fine act.
@@no_bull I understand what the two other indicators do, I'm an automotive machinist (engine reconditioner) by trade, no using an indicator for TDC is not more accurate, like I said it will show TDC through 3 degrees of rotation, if I tried to use an indicator to find TDC during assembly of an engine, or for just learning cam timing, I would have failed that particular class, and my teacher worked for Gibson motorsport building engines. The positive stop will always touch the same part of the machined piston, no feel involved as long as you aren't a caveman and ram the piston into the stop.
@@LordandGodofTH-cam I am an automotive machinist too brother studied at kangan richmond and Bruce Carey was my teacher and Bluey the retired teacher we worked together at TopTorque engines in Melbourne. However there's more than one way to skin the cat... it can be done both ways, either with the stop or the gauge regardless.
atleast you didnt have Roland Dane switching out Craig Lowndes engine the night before Bathurst to a qualifing engine and removing the race engine, sneaky little scumbag
Have you guys found a plastic chain guide that works with e-85? would you share Thanks
I wish they would raise the rev limit.
Or get rid of it all together.
7500 is too low for Aust premier racing class.
Felt like it dropped 2 cylinders. Thats funny.
Thanks for the breakdown Todd Appreciate these vids
The sad part about u guys going to Ford is the loss of the cool VK56. But good luck
Thank you much appreciated! Sounded very nice !
Awesome video Todd, keep them coming !
terrible engine.not nissan fan
Great insight...is there any difference in performance having the ohc as opposed to single cam set up, how have they achieved parity ?
My understanding is that all the engines must not exceed a fixed HP rating and also have a common rev limit. Each engine is tested by authorities to make sure it complies and is then sealed.
That was very interesting, thanks for the insight!
As a former mechanic I thank you for taking the time and showing us went went south in the motor. I am always curious went went south when I see an engine let go in any type of racing.
ferrari,if the car lasts longer than the race,it was built too strong,if it rolls over the finish line,just right..streigth is weight.lightness is speed...
Well.........how much horsepower,,,?
I have completely lost interest in Super cars since the debacle of the GTR back in the 90's. I loved watching that little 2.5l engine kill the V8. For about 15 years we enjoyed SS Commodores. It was my wife's car really and every so often I get in and beat it to death cooking the shitty front rotors in a quick trip over MT messenger here in Taranaki. But fuel prices killed it for us. I brought her a BMW 320D and fuck that is impressive for a little 2.0l diesel. We will get the 330D next time. We can afford to go fast again and the brakes are insane! I think V8's are a dead dinosaur. Supercars in no way represent what we drive any more and the racing is dead boring. I have a spark of interest knowing a Nissan is out there but I don't think you can get super cars on TV anyway so who fucken cares. i absolutely loved Bathurst back in the late 80's early 90's when I was a kid.
Great video though. Thanks for that.
God I LOVE this shit! 👍
very good explanation and demonstration, thanks, but why not fabricate a belt drive system? a belt drive would reduce the shock load on the timing components.in the u.s. we use belt drives on 10,000 rpm pro stock v-8's.
kool nascar engine
Uses dial gauges to set the "LSA" Lobe Seperation Angle of the camshafts.
Can't remember if the VK56 cylinder heads had shim-over bucket tappets or shim-under type.
Whereas the Holden V8 had the camshaft in the block and the LSA was custom grind along with duration and lift in one fixed bumpstick 🛠️📈
Poor little valves.
Can you please explain what does the switch that controls the RPM or spark firing for the 40KM limit in the pit lane as the cars come in to the pit lane, just wondering if it hurts the engine at all and to what degree, is it fuel or just the spark which is controlled and limit on the speed ?
That's an excellent design with the bucket and shims and a strong looking timing chain set up, but I would prefer to see the chain straight on the side thats in tension. I dont know why it would be curved its just creating friction on the guide ,WHY DO THAT!
Very technical, yet still easy to understand and informative.
Thanks for the explanation, Todd!
For loss of a nail...
Good face for radio
Very clear, super transparent and genuine. Impressed by the quality and the willingness to share. Thank you.
The Nissan engine seems so much more technically advanced than the Holden or Ford. With all of the strict rules in place why is it not more competitive with the other brands.?
awesome
What displacement is this engine, surprised Ford isn’t using their Coyote platform, rules?
Has Nissan made any good power train products since Renault and their bean-counters stuck their noses into the company?
Pushrods for the win. Ban this quad cam garbage, its not a real v8
Pushrods are shit also. Ban the lot and bring back flatheads
Vk56de. Wonder how much they are allowed to change cam timing. Where the limits are.
Great video Todd, really insightful listening to how you guys sleuthed the root cause.
so are you forced to change the cam timing to be similar to a ford / holden engine effectively de-tuning the car?
mercedes,or,all the european engines,had to be de tuned,to aus specs,as we are whimps in racing.all the cars are the same,engines are the same,b/s racing..last real race was 1989...then turned to sht..
@@phantomwalker8251 Yer, they are not production cars anymore so I am not interested, I am only watching this because I was curious about the Nissan engine.
The cam timing is controlled for all the engines, not just the Nissan ones.....
Cool
Thanks for that , all teams should have the guts to say what went wrong. Love your work... new fan ,
Excellent very informative and professional
Awesome Todd....good luck in 2020 guys.
I really need one of those intake manifolds! Does someone makes that for you or is it machined in-house?
Thank you. I have always wondered what the failures were in such high performance engines.
Something very cool about an engine on a dyno & ringing it's neck.
Great job, bub. Excellent explanation.
worw and you don't even have a fart can on it very nice
Todd would know but i thought ford had the dohc V8s too
Thank you very interesting info.
Too complicated for me , I'm a S V fan and 2 stroke fan !
That was very interesting, thank you Tod 👍
Gotta admit, for a Nissan that thing sounds angry.
Great bit of applied failure analysis.
DNF - dis now farked.
Fascinating video todd,
Thanks mate 👍
Thanks for that. Really intriguing
How cool is it when they let it rip
What do you do for your money Toad?
Huge thanks for sharing!
That would've all happened in milliseconds..not free spinning engines. But I thought the Ford's had a quad cam overhead valve engine as well? Definitely not a dirty old center cam push rod engine
you young guys know nothing,,all the engines are the same.no manufacturers any more.that died in 1989..there all the same taxi cars these days.boring as bat sht....
That was an awesome video
Excellent thank you
Excellent explanation!
Great explanation Todd. Thanks mate.
Nice share, respect
Dyno results?